Is it possible to take the necessary
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✓ instruction and test in order to obtain psv licence without being an employee transport undertaking?
There is no reason why you should not train for and take such a test without .ng an employee of a transport undertak;. The Road Transport Industry Training ard, Capital House, Empire Way, mnbley, Middlesex, should be able to give u the address of a commercial school bring psv driving instruction in your .ta. Alternatively, some independent erators may be prepared to let you take a t in their vehicle — at a suitable charge and you can apply for a licence from the :-.ensing Authority for your traffic area.
?I wish to train as a psv driver. Could you let me know the address of the ad Transport Industry Training Board ice nearest to Caernarvon?
k We would suggest that you contact the L Road Transport Industry Training lard's head office at Capital House, npire Way, Wembley, Middlesex. The pard does not run courses for drivers — ly for driving inspectors — but it does prove commercial schools.
Charges can vary enormously, from as itch as £120 down to £60 for each week's ition. But you may well be able to claim ck some of the fees from the RTITB.
I believe I read at sometime in CM that the hgv driver's licence and medi11 examination expenses were allowed rain st Income Tax. Am I right?
k We are informed by the Inland Revenie that the initial costs incurred in obtaining hgv driving licence, including the cost of Le necessary medical examination, are not lowable against tax as they are incurred, A in the performance of your duty as a iver, but in order to be able to obtain nployment as an hgv driver.
However, we are told that the cost of tbsequent renewal of the licence at three!arty intervals and the cost of medical Lamination at the age of 60 years and 1 each subsequent renewal of the licence lereafter are expenses wholly and exclusive incurred in the performance of your duties as a driver. As such, these expenses are allowable for income tax purposes and should be shown on your annual tax return form.
We understand that all local inspectors of taxes are fully aware of this situation.
We are own-account operators and run a fleet of around 90 vehicles and we use the CM Tables of Operating Costs as a basis of comparison against our transport costs. We would appreciate your comments on the following costs as stated in your publication. Maintenance costs are understood to include labour costs for mechanics and other workshop employees and the cost of materials but to exclude establishment costs such as management, office, garage, stores. Could you confirm this and ifpossible indicate what rate per hour is used to assess the cost of labour for maintenance andrepairs?
Electric vehicles; on a liton vehicle the cost of current, per your publication, is 0.58p per mile which at 150 miles represents a weekly cost of 87p. As our estimate of the cost of our current is almost double this figure we would appreciate any Information as to the basis ofyour calculations.
AThe author of the cost tables says that workshop establishment costs are not included in the repair figures shown. Provision for these is included in the general 20 per cent establishment cost margin which he recommends should be added to the total operating cost figure. Also he says it is impossible to indicate the rate per hour for repair shop labour because the figures are not built up from basic costs in this way. Figures are obtained from operators and averages calculated from the lump sum repair costs indicated by these operators.
So far as electric vehicles are concerned the rate indicated for current is purely nominal. It started originally on the basis of one old penny per unit and has accumulated in successive years from there. The author points out that his enquires have indicated such a wide variety of rates applicable to varying sizes of electric vehicle fleet owners that no satisfactory standard figure could be used in the same way that fuel costs can be assessed. He suggests that the operator should adjust the cost table figures according to the rate he pays for current.
QA recent CM article concerned the proposed EEC heavy goods vehicle licensing system and I wonder if you would clear up certain points for me.
I understand the article to mean that the age for getting an hgv provisional licence was going to be lowered from 21 years to 18 years. When will this happen?
Will insurance concerning hgv lorries be lowered sufficiently to give these young men a chance to be taken on by road haulage contractors to drive (trues and eight and six wheeled rigids?
AWe are not aware of any proposed legislation either in the UK or the EEC to lower the minimum age of hgv drivers from 21 to 18 years, and there has been no suggestion in CM that this will happen. There have certainly been discussions on this subject in this country between the trade associations, the trade unions and the Department of the Environment with an eye on the future anticipated shortage of drivers. So far no decisions have been made and are not likely to be made so far as we are aware, for some time to come. And insurance companies are strongly opposed to such a move on the grounds of safety and the risk of an increase in claims.
Could you tell me if there is any limit
on the mileage which may be covered by a driver in the hours he is legally allowed to drive?
AThere is no restriction in the UK on the mileage which may be driven within the specified maximum driving hours.
On the Continent a limit of 4501m (about 280 miles) is set for drivers of articulated vehicles of over 20 tons gross in an 8hr driving day. When Britain joins the EEC and becomes subject to the general EEC hours regulations in 1976 drivers in this country will then be subject to the same restrictions. In the meantime after January 1 1973 when we are due to become a full member of the EEC, British drivers on journeys to the Continent will, if they are driving heavy artics, have to comply with the 450km daily driving limit.